Internal combustion engine



' June 17,- 1941. 5 BEACH 246,235

INTERNAL COMBUSTION ENGINE Filed Jan. 1a, 1939 2' Sheets-Sheet 1 BY c c1% I ATTQRNEY.

June 1941- B. H. s. BEACH INTERNAL COMBUSTION ENGINE Filed Jan. 18,1959' ZS heets-Sh'eei 2 INVENTCIR: v I

nmsrmauua BEACH,

AT ORNEY.

Patented June 17, 194 1- umrsn STATES PATENT OFFICE I INTERNALCOMBUSTION ENGINE Benson H. Sparling Beach, Ottawa, Ontario,

(Jana Application January 18, 1939, Serial No. 251,635

11 Claims. (01. 123-13) 1 device of this character wherein thepower-toweight ratiois increased and the fuel consumption is decreased.

A further object of the invention is to provide a .device of thischaracter which consists of few 7 operating and no reciprocating parts,is rugged and compact in structure, universally adaptable toanti-friction bearings and one in which new standards of vibrationlessperformance and high speed endurance are created.

A still further object is to provide an engine of this type in thedesign of which any desirable compression pressure may be effected.

An additional object of the invention is to provide an engine of therotary type in which eflicient means are provided for compressionsealing and the necessary cooling.

Yet another object is to provide a rotary engine wherein the merging ofconsecutive cycles of operation produces smooth uninterrupted actionwhich, in the combustion phase, may serve to ignite succeeding chargesof compressed combustible fuel thereby providing auxiliary ignitingmeans.

A yet further object of the invention is to em-' ploy metals in theconstruction of the engine which have a low coefiicient of expansion sothat minimum tolerances of precision fits between operating parts aremaintained without substan tial variation at all engine temperatures.

Having regard to the foregoing and other ob jects and advantages whichwill become apparent as the description proceeds, the invention consistsessentially in the novel combination and arrangement 'of partshereinafter described in detail and illustrated in theaccompanying.drawings'in which:

Fig. l is a longitudinal sectional elevation of an internal combustionengine disclosing an embodiment of the present invention.

Fig; 2 is a section taken on the line 2-2 of i Fig. 1 with the cylinderblock and body of, the

segmental gears shown in plan for purposes of clarity and distinction.

Fig. 3 is a perspective view of the rotary power unit shown in detachedform illustrating one means of arranging the combustion chambers thereinand showing the ring gear member in dotted lines.

r Fig. 4 is a, perspective view of the rotary com-- .pressor unit.

Fig. 5 is a perspective view of the rotary scavenging unit shown indetached form with the ring gear member removed for purposes of clarity.

Fig.6, is a section on the line 6-6 of Fig. 2 taken through the centerofthe rotary power unit.

Fig. '7 is a section on the line of Fig. 2 taken through the center ofthe rotary scavenging unit, and

Figs. 8,9, 10 and 11 are schematic illustrations designed to set forthoperative phases of the cycle of the engine.

Referring now to the drawings in which like letters and charactersdesignate corresponding parts in the'varlous illustrations, the letter Aindicates the engine as a whole which includes rotary power unit l5,rotary compressor unit It, rotary air induction unit I! and rotaryscavenging unit it operatively mounted in cylinders I9, 20, 2| and 22respectively of cylinder block 23.

Further operative parts include main drive shaft I 2t upon which ismounted gear 25 which in turn is meshingly engaged by gear 26, thelatter gear being mounted upon shaft 21 of the unit It.

In the construction of the cylinder block and rotors, metals having alow coemcient of expansion are employed thus establishing constantclearances at all engine temperatures. Antifrlctionbearings 28 for therespective rotor shafts provide means for substantially'floating therotors within their respective cylinders. The carefully determinedclearances between rotors and cylinders permit a, film of oil to serveas a compression seal during high speed performance. In low speedengines of this design, a series of I shaped segments 29 of arcuateformation are mounted in recesses 33 in the peripheral wallsof therotors l5 and I8 and serve as compression seals.

One of the novel features of the present invention is the rotary powerunit l5 more particularly illustrated in Figs. 3 and 6. This unit iscylindrical in form and includes upper and lower head sections 3| and 32integrally connected by a series of equidistantly spaced vanes 33, 34,35 and '36. The vanes, it will be observed, together with an annular,co-axial recess 4| and extending downwardly to the section 82 is a ringgear 42. This gear as disclosed in Figs. 3 and 6 is formed with upperand lower gear sections 43 and 44 and I as a whole is operativelyretained in the unit I5 by suitable means such as a split collar or thelike 45 which forms a clear divi-son between the gears.

As illustrated in Figs. 2 and 6, section 44 of this gear liesintermediate the sections 3|. and 32 at the inner periphery of the vanes83, 34, 85 and 38. It would be well to note here that the ring gear 42is rotatable independent of the rotative movement of the unitl5 as willbe later referred to The rotary scavenging unit I8, more particularlyillustrated in Figs. 5 and 7, is fixedly mounted upon shaft 46 andin-structure bears resemblance to rotor I5. This unit'is of cylindricalformation and includes upper and lower sections 41 and 48 integrallyconnected by means of a series of equidistantly spaced vanes 49, 58 and5|, the vanes and the upper and lower sections ,combining to form aseries of peripherally arranged chambers 52, 53 and 54.

Rotatabiy mounted within the rotor l8 in an annular, co-axial recess 55and extendingdownwardly to the section 48 is a ring gear 55. This ringgear as disclosed in Fig. '7 comprises upper and lower gear sections 51and 58, the gear as a whole being retainedfin the unit l8 by suitablemeans such as a split collar or the like 58 which also serves to formdivisiom between the said gears. As shown in Fig. 7, section. 58 of thegear lies intermediate the sections 41 and 48 at the inner periphery ofthe vanes 49, 58 and 5|, Here it will also be noted that the ring gearis rotatable independent of the rotative movement of the member III aswill be later referred to.

A-further feature of the invention is the rotary compressor member l8shown fixedly mounted upon shaft 58. As illustrated in Fig. 4

c this unit is characterized by equidistantly spaced segments 8|, 82 and83 peripherally toothed as at 84 and intersegmental recesses 85. 58 and81 while fixedly mounted upon the shaft 88 above the segments is a gear68.

From what has thus far been described it will I be seen that thesegments and intersegmental recesses are alternatelv brought intoengagement with the ring ears 44 and 88 and the vanes of the members l5and I8 while the gear 88 engages the gears 48 and 51.

Air induction unit I1 is fixedly mounted upon shaft 88 and is identicalin structure to that of unit l8 just described. The segments of thisunit are numbered", II and 12. the intersegmentalspaces'or recesses ,18,I4 and I5. and the upper gear is numbered 18. The segments and inter-'segmental recesses of this unit are designed to 65 be alternatelybrought into engagement with the ring gear 44 and the vanes of the unitI5 while the gear I8 meshingly engages the gear 43.

As'previously mentioned the compression pressure of the engine may bevaried. One means of accomplishing thlsls to alter the relative capacityof section of the combustion chambers 81, 88, 88 and 48, For example,the smaller the section C, the higher becomes the compression pressure,other chamber remaining unchanged.-

Gears I1, 18, I8 and 88 (see Fig. 1) are fixedly mounted adjacent thelower ends of shafts 21, 88, 88- and 48 and are termed lower harmonizinggears while gears 88 and I8 combine with gears 48 and 5'! to form whatis termed upper harmonizing gears. The upper train of harmonizing gearsis designed to regulate the engagement of the segments of the units l8and H with the ring'gears 44 and 58 of the units l5 and I8 while thelower train of harmonizing gears is adapted to regulate the engagementof the vanes of the members l8 and I8 with the intersegmental recessesof the units It and I1. Finely pitched teeth are provided for the upperharmonizing l5 gear train including the gear sections 44 and 58. thefine pitch of the latter being designed for the purpose of effecting alaminated seal where segmental teeth and ring gears meet.

The pitch diameter of the gears 88 and I6 as well as the toothedsegments is greater than the pitch diameter of the gears 18 and I9 and arelatively higher peripheral speed obtain in the upper train ofharmonizinggears during operation. The differential in theperlpheral'speed' of 5 the two trains of harmonizing gears is compenand2 combines the train of rotor members to form .a series of closedchambers which through a'series of specifically located ,ports andbypasses communicate, as required, with one another and with manifoldsthrough which free air and a combustible fuel are introduced and thespent gases of combustion are exhausted. The vanes and segmental memberspreviously mentioned function in a manner similar to that of a rotarygear pump, creating chambers that fill with gases or fluid duringdisengagement and displacing the contents of these chambers as theyreengage,

Combustible fuel is conducted to the cylinder 2 18 from a carburetor(not shown) through intake manifold 8| and port 82 while free airentering intake manifold 83 passes through port.

84 to cylinder 2| and through inlet port 85 which jointly servescylinders 20 and 22. Port 82 it will be seen lies in a planecorresponding to that of section C of the combustion chambers whereasport 84 lies in a plane corresponding to that of section B, thus, Iprovide a controlled fuel inthe air intake in cylinder 2|. air admittedthrough port 84 is adapted to assist in scavenging the spent gases ofcombustion as will be later referred to. r

I Freeair is admitted to the scavenging member through port III fromwhence it is conducted by the respective chambers to the outlet port 88which through manifold 81 communicates with port 88 in cylinder I9 wherewith additional air admitted through port 84 it displaces the spentgases in the combustion chambers exhausting them through port 88 andexhaust manifold 98. Port 88 it will be seen serves both cylinders I 8and 2|. It will also be observed that port 88 lies in a planecorresponding to that of section C of the combustion chambers whereasport 89 lies in a plane corresponding to that of section B of thesechambers. Thus I provide means for delaying the scavenging operaticnuntil the power impulse has spent itself in effective work and port 88is communicated'with 7.5 spent gases of combustion;

take for the cylinder I8 which is removed from A portion of the,

for removing the A residual quantity oi free air in cylinder 22 reachesexhaust manifold through port Ii.

pass 92 in cylinder 20.

The by-pass 93 formed in the wall of the cylinder I9 is designed toestablish communication between consecutive combustion chambers in theunit I! as the vane members pass thereby. Thu the residual gas of acompression cycle which has not been displaced'from section B of theeombustionchambers unites at one and the same time with a freshlycharged combustion chamber in cylinder laand the free air-charge incylinder '20 which has been admitted. through port 85 thereby equalizingall three immediate chamber pressures at the initiation of eachcompression phase. r I

It is considered weli to mention here that for each revolution of rotorII in the present invention, the volume capacity for combustible fuelmixture equals four times the volume capacities of chambers 31 and 65.Accordingly, the powerto-welght ratio of the instant engine isdefinitely increased over that of other known types.

Means for igniting the combustible mixture may take any suitable formand in the present invention"! have shown spark-plug means ll mounted inport of the cylinder II. In operation the respective combustionchambers, mov-.-

ing in a plane corresponding to section ('2, have direct communicationwith the port I at) time when it contains compressed combustible fuel'and where, at a predetermined degree of movement, the explosive mixtureis ignited by the spark-plug means.

Lubrication means for the operating mechanism of the engine isillustrated as comprising a series of oil-fed lines 98 leading to thelower ends of the rotor shafts. .The lubricant i 'fed from an oil pumpof well known structure (not shown) and delivered under pressure toshai't center bores 9.1 from which radiating ducts convey the lubricantto the bearings and spill it over the harmonizing gears and an abundanceof inbricant reaches the ring gear recesses where it serve bothlubricating and cooling purposes.

Operation bers where it is mixed, compressed and then exders 2| and 22and fill with free air through port -llwhile chamber I3 is transportingits charge of free air towards port ll.

When the chamber constituting recess Id of the segmental unit ll comesinto communication with the port II, ection C of the chamber 31 hasadvanced to a position just beyond intake port 82 and prevents anyfurther addition oi combustible fuel to the chamber. A small amount ofcombustible fuel will, at this time, ee-

cape from chamber 81 and enter chamber but such fuel would beimmediately into newlyforming chamber 8| due to the hdraft of additionalfree air through port as. As

the vane 34 reaches the converging line between the cylinders it and 2|,adjacent port ,the-

, intake phase from ports I! and 84 is complete.

' chamber ll first communicates with cylinder II and the by-pass 93establishes co-instantaneous union between the chambers-ll and Al. Thecompression phase persists through a rotative movement of approximatelyninety degrees for the rotor l5 during which the contents of chamher 31have been compressed and for the most part displaced from section B intosection ,C of the chamber 31 (seel ig. 9) the undispiacedportionremaining behind to combine with the next succeeding compression phasewhich is initiated as vane 34 registers across the by-pass 93 andchamber .6 establishes communication with cylinder it. Thus an equalizedpressure is effected in all three combining volumes and the end of onecompression phase merges with the initiation of-the next succeedingcompression phas to create smooth uninterrupted action.

'During the compression phase. segment 6| of f the unit I! enterssection B of chamber "and while displacing the combustible mixturetherefrom isolates such section from section C which is now charged withcompressed combustible fuel. Section C of the chamber It now passesthrough a rotative movement of approximately twenty degree; under sealof the segment 0| during which it moves from the compressionside to thecombustion side of the engine being meanwhile in direct communicationwith the port 85 in which,the ignition means is moun ed (see Fig. 10).By well known means the ign ion is caused to spark during this twentydegree'phase, either end of which simulates dead center poise inconventional internal combustion engines.

ploded, the non-mixed portions of air being di-' verted, ashereinbei'ore mentioneti to effect the complete scavenging of th spentgases oi combustion. I

In sequence of operation then the relative no As the ignition meansignites the compressed combustible fuel, expansion pressure is appliedto vane I! which propels rotor ii in a clockwise direction carryingtherewith shaft 27, gears E55 and 25' andv main drive shaft 2! fromwhich source power is taken.

The progressive rotation ofunit I! brings vane 33 to the point ofconvergence of cylinders l9 and at the port 89 when communication isestablished with exhaust port for the exhausting of the spent gases ofcombustion from, chamber 31 (see Fig. 11).

During the power impulse vane itmoves to the next succeeding convergingpoint of the cylinders i8 and 20 thus terminating the effective impulsein chamber 31. During this advance, a portion of the combustion pressurefrom cham. ber 31 extends into chamber ll and intersegto that alreadycontained in a mental recess 66 where it effects an auxiliary drivingimpulse against the trailing edge of vane 34 and against the segment 8|finally exhausting by way of by-pass 92,-port 9| and exhaust manifold90. It will be observed that each power impulse persists through arotative movement of ninety degrees when the expanding gases becomemerged with those of the next'succeeding power impulse, thus effecting asmooth, uninterrupted/ driving pressure. 10

As the vane 33 advances to engage with the intersegmental recess 74 ofthe unit I L-the segment 'ii of this unit moves rotatively into section13 of the chamber 31 displacing its contents which exhaust through port89.

Concurrently with the movement of the segment 1| into section B of thechamber 31, a

period of operative cycles.

What has been described in operative detail traces the operation of oneof the combustion chambers through its power developing impulse with itsvarious phases and consecutive sequences and cycles of operation and itwill be understood that each of the chambers and operating unitsdevelops its power impulse in exactly the same manner with theresult'that a continuous flow of power impulses produces a consistentlysmooth. power drivingforce.

The term chambers as employed in the speciiicationeither expressed orimplied denotes those compartments in the rotatable units which when 40in the cylinder block are closed by the wall structure of the engine andwhere the chambers are defined as "forming? reference is made to thosephases wherein the compartments have communication with one another but"are advancing to a position when they will be closed by the wallstructure of the engine.

The invention disclosed may be embodied in other specific forms withoutdeparting from the spirit or essential characteristics of the invention,the present disclosure is therefore to be considered in all respectasillustrative rather than re.- strictive and all changes coming withinthe, meaning and range of equivalency of the claims are intended to beembraced therein.

What I claim as myinvention is:

1. In an internal combustion engine, a cylinder block, a rotatable powermember formed with a series of compartments adapted to form peripherallyarranged combustion chambers and rotatably mounted in the cylinderblock, rotary mean for conducting a supply of air and a supply ofcombustible fuel to the combustion chambers, a ring gear rotatablymounted within the power member, a rotary compressor member 'engageablewith the ring gear in the power member for sealing purposes and adaptedto displace combustible fuel from one portion of the combustion chambersand to compress the combustible fuel in another portion of the saidcombustion chambers, sparking means for igniting the combustible fuel inthe combustion chambers, rotary means for scavenging spent gases ofcombustion and harmonizing gears for regulating and coordinating themovement of the rotary members.

member formed with a series of toothed segments adapted to consecutivelyengage the ring gear in the consecutive combustionchambers for sealing Ipurposes and to displace combustibl fuel from one portion of thecombustion chambers and compress the said fuel in another portion of thesaid combustion chambers, rotary means for scaveng ing spent gasesofcombustion from the cornbustion chambers, sparking meansfor ignitingthe compressed combustibl fuel and harmonizing gears for regulating andcoordinating the rotative movements of the rotary members.

3. In a device of the character described, a cylinder block, a powerdeveloping member rotatably mounted in the cylinder block and providedwith a series of successively arranged combustion rotatably chambers, acompressor member mounted in the cylinder block coacting with the powerdeveloping member and provided, with a series of elements adapted tomove into and out of a portion of each successive'combustion chamberduring rotative movement, the movement of the said element being adaptedto. displace combustible fuel from the said portion and to compress itinto another portion of the combustion chamber, air and combustible fuelsupply means for delivering air and combustible fuel to the combustionchambers during rotative movement, sparking means for igniting thecombustible fuel in the combustion chambers and means for v scavengingspent gases of combustion.

4. In a device of'the character described, a cylinder block, a powerdeveloping member rotatably mounted in the cylinder block and providedwith a series of peripherally arranged combustion chambers, anairinduction member rotatably mounted in the cylinder block provided with aseries of recesses, the said recesses being adapted to deliver a supplyof air to the combustion chambers during rotative movement, a

compressor member rotatably mounted in the cylinder blockand providedwith a' series of seg-' mental sections, the said sections being adaptedto move into and out of a portion of-each successive combustion chamberduring. rotative scavenging spent gases of combustion.

5. A device as set forth in claimd in which the recesses of the airinduction member and the series of. combustion chambers of the powerdeveloping member are adapted to successively and independentlyestablish communieation'with the I tatably mounted in the cylinder blockand provided with a series of spaced combustion chambers, anairinduction member provided with a series of segments and a series ofintersegmental recesses, the said recesses being adapted to deliver airto the combustion chambers and the said segments being, adapted to moveinto and out of a portion of each successive combustion chamber andtodisplace air from the said portion and to compress it into anotherportion of thecombustion chamber a compressor member rotatably mountedin the cylinder block provided with a series of elements adapted to moveinto and out of a portion ,of each successive combustionchamher and todisplace combustible fuel from the said portion and to compress it intoanother portion of the combustion chamber, means for delivering a supplyof air to the air induction member and a supply of combustible fuel tothe combustion member and the scavenging member and comchambersduring-,rotative movement, sparking means for igniting thecombustiblefuel in the combustion chambers and means for scavenging spent gases ofcombustion, v

7. In a device of the character described, a

cylinder block, a power developing member roltatably mounted in thecylinder block and pro--' vided with a series of spaced peripherallyar-- displace combustible fuel from the said portion.

and to compress it into another'portion of the vcombustion chamber,rotatable means coactlng with the power developing member and thecompressor member for delivering air and combustible fuel to thecombustion chambers and scavengi- 'ing spent gases of combustion fromthe combusranged combustion chambers, a compressor mem-' fiber rotatablymounted in the cylinder block provided with a series of, segmentalmembers and aseries of recesses, the said segmental members beingadapted to move into and out of a portion of each successive combustionchamber during rotative movement and to displace combustible fuel fromthe said portion and to compress it into another portion of thecombustion chamber and the said series of recesses being adapted to.con-

duct air to the combustion chambers, means fordelivering air andcombustible fuel to the'compressorrecesses and combustion chambersrespectively,'sparklng means for igniting combustible fuel in thecombustion chambers and means for scavenging spent gases of combustion;

ii. In a device or the character described, a

tion chambers during rotative movement of the rotatable mem bers,sparking means for igniting combustible fuel in the combustion chambersand sealing means for the dividing walls adapted to seal one combustionchamber from another.

10. A device as set forth in claim. 3-in which by-pa'ss means isprovided for establishing an equalizing pressure between a combustionchamber in which combustible fuel is being compressed and the nextsucceeding combustion chamber.

11. In a device of the character described, a cylinder block providedwith an air induction inlet and combustible fuel inlet means and airscavenging inlet and outlet means, a power developing member rotatablymounted in the cylincylinderblock, a power develop member provided witha series of. combustion chambers and rotatably mounted in the cylinderblock, an air induction member, a compressor member and a scavengingmember rotatably mounted in the cylinder block coacting with the powerdeveloping member, the said compressor member being provided with aseries of segmental sections adapted to move into and out of a portionof each successive combustion chamber during rotative movement and todisplace combustible fuel from the said portion and to compress it intoanother portion of the combustion chamber, thesaid air induction membersbeing provided with a series of segmental sections adapted to move intoand out of a; portion of each successive com-bus ofthe combustionchamber, the said scavenging member being formed with a series .ofsegmental sections and a series of recesses, the said'seg+ mentalsections being adapted to engage the segmental sections of thecompressor member during rotative movement and the said recesses beingadapted to deliver air to the combustion chambers for scavenging spent.gases of combustion, means for delivering air to the air induction derblock providedwi-th a series of spaced oombustion chambers, a compressormember, an air induction member and a scavenging member rotatablymounted in theQcylinder block, the said compressor member being adaptedto move into and out of a portion of each combustion chamber duringrotative movement and to displace combustible fuel from the said portionand to compress it into another portion of the combustion chamber, thesaid air induction. member being 7 adapted to; communicate directly withthe air induction inletfor the admission of air during rotativemovement,the said combustion chambers being adapted to communicatedirectly with the combustible fuel inlet and the said scavenging memberbeing adapted to communicate directly with the air scavenging inlet andwith the combustion chambers duringrotative movement,

; tionchamber and to displace hirfrom the said portion and to compressit into another portion the said combustible fuel inlet being inadvanced relationship tothe 'air induction inlet, the said .airscavenging inlet being in advanced relation to the combustiblev fuelinlet and the air scavenging outlet being in advanced relationship tothe combustionochambers and to scavenge spent gases of combustion andsparking means ,ior igniting combustible fuel in the" combustionchambers.

B. H. SPARLING BEACH.

air scavenging inlet to successively and hide- I pendently admit air andcombustible fuel to the

